Hydrogen generating apparatus and components therefor

ABSTRACT

A hydrogen generating system is provided for use in internal combustion engines for increasing the efficiency of the engine and decreasing emissions from the engine. The hydrogen generating system has an electrolysis cell for generating hydrogen and oxygen gases by electrolysis of an aqueous solution, a power source for providing electrical power to the electrolysis cell, an outlet flow means for introducing the generated gases into the intake manifold system of an internal combustion engine, a monitoring means for monitoring the operating conditions of the hydrogen generating system, and a control means connected to the monitoring means for controlling the operation of the hydrogen generating system in response to the monitoring means. Various devices and systems are added to facilitate use and overcome previous problems with prior hydrogen generating systems.

CROSS REFERENCE TO RELATED APPLICATIONS

This is a divisional application of U.S. application Ser. No.10/979,195, filed Nov. 3, 2004, now abandoned presently pending, whichis a divisional application of U.S. application Ser. No. 10/051,284,filed Jan. 22, 2002 now U.S. Pat. No. 6,817,320, issued Nov. 16, 2004.U.S. application Ser. No. 10/051,284 is a non-provisional of U.S.provisional application 60/262,395, filed Jan. 19, 2001 to which thepresent application also claims priority.

FIELD OF THE INVENTION

The present invention is directed to a hydrogen generating apparatus andin particular a hydrogen generating apparatus for use in motor vehiclesto increase the performance of the engine of the motor vehicle.

BACKGROUND OF THE INVENTION

The use of hydrogen as a supplemental fuel in motor vehicle engines hasbeen proposed to increase the performance of the engine. Hydrogen andoxygen, when used as part of the air/fuel mixture for the operation ofthe engine, have been found to increase the performance of the engine byincreasing the mileage and by reducing the amount of emissions from theengine. The hydrogen and oxygen may be generated through electrolysis ofan aqueous solution with the gases given off being mixed with the fueland air supplied to the engine.

The generation of small quantities of hydrogen and oxygen using one ormore electrolysis cells with the hydrogen and oxygen generated thenbeing combined with the usual air/fuel mixture to improve the efficiencyof internal combustion engines has been proposed in a number of priorpatents. Some systems of these prior patents utilized the alternator oran auxiliary generator attached to the engine to provide the electricalpower for the system.

One example of such a system is shown in U.S. Pat. No. 4,271,793. Thispatent describes an internal combustion engine having a fuel system forfeeding an air/fuel mixture to the combustion chamber and an electricalgeneration system, such as an alternator. An electrolysis cell wasattached adjacent to the engine to generate hydrogen and oxygen upon theapplication of a voltage between the cathode and the anode of theelectrolysis cell. A gas delivery connects the cell to the engine fuelsystem for feeding the hydrogen and oxygen to the engine combustionchambers. The electrolysis cell was placed under a predeterminedpressure to prevent the electrolyte from boiling off. The cell alsoincluded a cooling system and other safety features.

Another electrolysis cell is disclosed in U.S. Pat. No. 5,231,954. Theelectrolysis cell of this patent was used for generating hydrogen andoxygen gases which were added to the fuel delivery system as asupplement to the gasoline or other hydrocarbons burned therein. Thecell was designed to reduce the hazard of explosion by withdrawing thegases through a connection with the vacuum line of the positivecrankcase ventilation (PCV) system of the engine and by utilizing aslip-fitted top cap for the electrolysis cell.

A further example of an electrolysis cell for use in connection with aninternal combustion engine, for generating hydrogen and oxygen gases isshown in U.S. Pat. No. 5,458,095. This system utilized an electric pumpto draw the hydrogen and oxygen gases out of the cell, where the outletside of the pump was connected to the air intake manifold using a hosehaving a terminating insert. The insert was formed from copper tubingbent at an appropriate angle to insure that the hydrogen and oxygen gasoutlet from the pump was in the same direction as the downstream airflowin the air intake manifold.

Although much work has been conducted to advance automotive electrolysissystems, these systems have not been generally accepted due to safetyand convenience concerns. A hydrogen generating system is required whichovercomes at least some of the safety and convenience problems ofprevious systems.

SUMMARY OF THE INVENTION

The present invention is directed to a hydrogen generating system foruse in internal combustion engines for increasing the efficiency of theengine and decreasing emissions from the engine. The hydrogen generatingsystem of the present invention comprises an electrolysis cell forgenerating hydrogen and oxygen gases by electrolysis of an aqueoussolution, a power source for providing electrical power to theelectrolysis cell and an outlet flow means for introducing the generatedgases into the intake manifold system of an internal combustion engine.

In accordance with one aspect of the present invention there is provideda hydrogen generating system for use in an internal combustion enginefor increasing the efficiency of the engine and decreasing emissionsfrom the engine, the hydrogen generating system comprising: anelectrolysis cell for generating hydrogen and oxygen gases byelectrolysis of an aqueous solution, a power source for providingelectrical power to the electrolysis cell; an outlet flow means forintroducing the generated gases into the intake manifold system of aninternal combustion engine; a monitoring means for monitoring theoperating conditions of the hydrogen generating system, the monitoringmeans including an electrolyte level monitoring device in theelectrolysis cell including a tube, a circuit disposed in the tube, thecircuit including a switch positioned adjacent a selected level of theaqueous solution and a float selected to float on the aqueous solution,the float being slidably engaged on the tube, and free to ride along thetube as driven by changes in the surface level of the aqueous solutionand the float including means for actuating the switch as it rides alongthe tube; and a control means in communication with the monitoring meansand adapted to control the operation of the hydrogen generating systemin response to the monitoring means, the control means including meansin communication with the electrolyte level monitoring device andadapted to indicate when the level of the aqueous solution reaches theselected level as indicated by the float actuating the switch.

In one embodiment the switch is a reed switch disposed within the tube.There can be any number of switches in the circuit, preferably there areone or two switches. A magnet can be disposed in the float to act as themeans for actuating the switch. In one embodiment, the control meanslights an indicator light close to the cell to indicate when the liquidlevel rises to an upper acceptable level. In a preferred embodiment, thecircuit enters the cell though an opening in the cell which ispositioned above the normal upper level of the fluid.

In accordance with another aspect of the present invention, there isprovided a hydrogen generating system for use in an internal combustionengine for increasing the efficiency of the engine and decreasingemissions from the engine, the hydrogen generating system comprising: anelectrolysis cell for generating hydrogen and oxygen gases byelectrolysis of an aqueous solution contained within the cell, theelectrolysis cell having an outer surface; a power source for providingelectrical power to the electrolysis cell; an outlet flow means forintroducing the generated gases into the intake manifold system of aninternal combustion engine; a monitoring means for monitoring theoperating conditions of the hydrogen generating system, the monitoringmeans including an electrolyte level monitoring device including a tankcircuit having an inductor and a capacitor connected in parallel, theinductor being an electrical wire wrapped at least one turn about theelectrolysis cell adjacent a selected level of the aqueous solutionwithin the electrolysis cell, and interface circuitry for exciting thetank circuit such that a sine wave is generated and observing evidenceof energy loss in the circuit; and a control means in communication withthe monitoring means and adapted to control the operation of thehydrogen generating system in response to the monitoring means, thecontrol means including means in communication with the electrolytelevel monitoring device and adapted to indicate when the level of theaqueous solution reaches the selected level as indicated by the energyloss in the circuit.

Preferably, the circuit is disposed about the outer surface of theelectrolysis cell so that no opening through the cell housing need bemade. This avoids creating an opening susceptible to leakage. In oneembodiment, there is an upper tank circuit and a lower tank circuit,indicating an upper electrolyte level and a lower electrolyte levelrespectively. The control means can be adapted to indicate level ofelectrolyte solution reaches the selected level by shutting downoperation of the system, by sounding an alarm, by sending a message to auser display or by illumination of a light.

In accordance with another aspect of the present invention, there isprovided a hydrogen generating system for use in an internal combustionengine of a vehicle for increasing the efficiency of the engine anddecreasing emissions from the engine, the hydrogen generating systemcomprising: an electrolysis cell for generating hydrogen and oxygengases by electrolysis of an aqueous solution; a power source forproviding electrical power to the electrolysis cell as supplied by abattery power supply; an outlet flow means for introducing the generatedgases into the intake manifold system of the internal combustion engine;a monitoring means for monitoring the operating conditions of thehydrogen generating system, the monitoring means including a sensor formonitoring battery voltage; and a control means in communication withthe monitoring means and adapted to control the operation of thehydrogen generating system in response to the monitoring means, thecontrol means including means for comparing the battery voltage to avoltage indicative of proper alternator operation and controllingoperation of the hydrogen generating system when the battery voltage isnot indicative of proper alternator operation.

In one embodiment, the control means is further adapted to indicate thatthe battery voltage is not indicative of proper alternator operation.

In accordance with another aspect of the present invention, there isprovided a hydrogen generating system for use in an internal combustionengine of a vehicle for increasing the efficiency of the engine anddecreasing emissions from the engine, the hydrogen generating systemcomprising: at least one electrolysis cell for generating hydrogen andoxygen gases by electrolysis of an aqueous solution; a power source forproviding electrical power to the electrolysis cell; an outlet flowmeans for introducing the generated gases into the intake manifoldsystem of an internal combustion engine, the outlet flow means includinga vacuum pump for drawing the generated gases under vacuum toward theinternal combustion engine, the vacuum pump having an inlet tubing andan outlet tubing and a vacuum control arrangement for conveyingsupplemental gas from gas source and introducing the substantial gasesto the generated gases in the inlet tubing to reduce the vacuumgenerated by the vacuum pump; a monitoring means for monitoring theoperating conditions of the hydrogen generating system; and a controlmeans in communication with the monitoring means and adapted to controlthe operation of the hydrogen generating system in response to themonitoring means.

The gas source can be atmospheric air, gases from the exhaust gasmanifold of the vehicle or gases from the air intake of the vehicle,preferably downstream of the mass air flow sensor. In one embodiment,the supplemental gas is heated over the temperature of ambient air.Alternately or in addition, the supplemental air can be filtered and/ordried.

In one embodiment, the vacuum control arrangement includes a valve forcontrolling the flow of supplemental gas into the inlet tubing. Thesupplemental air is preferably introduced to the inlet tubing between aflame arrestor and the vacuum pump.

In another aspect of the present invention, there is provided a hydrogengenerating system for use in an internal combustion engine of a vehiclefor increasing the efficiency of the engine and decreasing emissionsfrom the engine, the hydrogen generating system comprising: a pluralityof modules, each module containing an electrolysis cell for generatinghydrogen and oxygen gases by electrolysis of an aqueous solution; apower regulator for providing regulated electrical power to theelectrolysis cell, the power regulator generating an AC component; anoutlet flow means for introducing the generated gases from the cellsinto the intake manifold system of the internal combustion engine; amonitoring means for monitoring the operating conditions of the hydrogengenerating system; a control means in communication with the monitoringmeans and adapted to control the operation of the hydrogen generatingsystem in response to the monitoring means; and wherein the AC componentof the power regulators are phase locked with a selected module actingas the master module and a selected others of the modules acting asslave modules.

In one embodiment, each module contains phase locking circuitry, thephase locking circuitry of the master module generating a choppingfrequency and inputting the chopping frequency to the slave modules. Thesystem can further comprise a controller selected to prevent theoperation of any slave modules not phase locked with the master module.The controller can be a subroutine in the control means.

In another aspect of the present invention there is provided a hydrogengenerating system for use in an internal combustion engine of a vehiclefor increasing the efficiency of the engine and decreasing emissionsfrom the engine, the hydrogen generating system comprising: an pluralityof electrolysis cells for generating hydrogen and oxygen gases byelectrolysis of an aqueous solution, the electrolysis cells beingelectrically connected in series; a power source for providingelectrical power to the electrolysis cells through an output circuit; anoutlet flow means for introducing the generated gases into the intakemanifold system of the internal combustion engine; a monitoring meansfor monitoring the operating conditions of the hydrogen generatingsystem, the monitoring means including sensor for monitoring theintegrity of the output circuit from the power source; and a controlmeans in communication with the monitoring means and adapted to controlthe operation of the hydrogen generating system in response to themonitoring means, the control means including means in communicationwith the sensor for controlling operation of the hydrogen generatingsystem based on the integrity of the output circuit.

In one embodiment, the sensor monitors the voltage in the electricalconnection between the penultimate and last cells. In anotherembodiment, the sensor monitors current in the output circuit.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred embodiments of the present invention are illustrated in theattached drawings in which:

FIG. 1 is a perspective view of a preferred embodiment of the hydrogengenerating system of the present invention;

FIG. 2 is a diagram of a circuit useful for determining battery voltage;

FIGS. 3A and 3B are diagrams showing cell circuit monitoringarrangements useful in the present invention;

FIG. 4 is a perspective, partially cut away view of an electrolysis celluseful in the present invention with an electrolyte level monitoringapparatus shown, in part, schematically;

FIG. 5 is a schematic view of an electrolyte level monitoring apparatusaccording to one aspect of the present invention;

FIG. 6 is a schematic view of a gas generator box useful in the presentinvention;

FIG. 7 is a diagram of a phase locking arrangement for a hydrogengenerating system according to one aspect of the present invention; and

FIG. 8 is a diagram of an intelligent controller useful in the presentinvention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

A preferred embodiment of a hydrogen generating system of the presentinvention is illustrated in FIG. 1. The hydrogen generating systemincludes one or more electrolysis cells 10 which are used to generatehydrogen and oxygen gases by electrolysis of a suitable aqueous medium.In the embodiment illustrated in FIG. 1, four electrolysis cells 10 areutilized, however other numbers of cells are possible. The number ofcells 10 utilized in the system depends upon the capacity of the cellfor generating hydrogen and the requirements of the engine to which thesystem is attached. Thus for passenger cars and light duty trucksutilizing gasoline engines, about four cells with a total capacity ofabout 500-750 cm³ of hydrogen per minute could be utilized. For heavyduty trucks and other heavy equipment, especially those utilizing dieselengines, four, six or eight cells having a total capacity of about1000-1500 cm³ of hydrogen per minute are preferred.

The gases generated by the electrolysis cells 10, as energized by apower source such as battery 11, are fed through a moisture collector 12which is connected to cells 10 by a suitable tubing 14. Tubing 14 isprovided with a check valve 15 that prevents back flow of fluids. Theoutput of the moisture collector 12 is connected to a flame arrestor 18by means of a suitable tubing 20. Flame arrestor 18 acts to take theenergy out of a flame which could migrate up from the engine. From flamearrestor 18 the gases flow through tubing 24 to an automatic safetyshut-off collector 26 which has a ball float valve 27 and a valve seat28. Collector 26 is selected to shut off the flow of gas, and thereby,the entire system, as will be described hereinafter, if excess amountsof liquid are passed from the electrolysis cell. The flow of gas throughthe collector 26 will be stopped if the liquid level in the shut-offcollector 26 rises such that ball 27 seats in valve seat 28.

The output of the shut-off collector 26 is connected through tubing 30to a low flow vacuum pump 32 which pumps the gases through tubing 34 toa suitable part of the intake system of the engine. Preferably the flowof gases is regulated. This can be done by adjusting power to the pumpor by adjusting the flow by permitting the pump to draw additional fluidto supplement the draw of gas from the electrolysis cells, as will bedescribed hereinafter. The gases may be injected by the pump 32 into theintake system of the engine before the carburetor or injector byconnecting the tubing 34 between the outlet of the pump 32 and the airbreather box of the intake system of the engine upstream from the airfilter. Alternatively, the gases may be injected directly to thecarburetor or other fuel delivery system of the engine or may beinjected to the intake manifold after the carburetor or fuel deliverysystem if a proper filtering system is provided.

Pump 32 renders electrolysis cells 10 and the gas delivery systemupstream of the pump under vacuum. The vacuum can sometimes beundesirably high, reaching 20 inches of mercury. This causes excessiveevaporation of electrolyte and condensation in the gas delivery linesand components and can lead to the formation of ice plugs in thedelivery system. To avoid this problem, the vacuum in the line should bemaintained at less than 5 inches of mercury and preferably about 2 to 3inches of mercury. Since it is difficult to achieve this low levelvacuum with most commercially available pumps and pumps that canwithstand the rigors of automotive applications, a vacuum control systemis provided around pump 32, the vacuum control system draws fluid from asource other than the gases generated in the electrolysis cells tosupplement gas draw to the pump. The vacuum control permits the vacuumto be maintained at desirable levels by introducing supplemental fluidinto the system. The vacuum control system includes a fluid supply tube35 that conveys a flow of gas from a gas source other than theelectrolysis cells to mix with the gases being drawn from theelectrolysis cells 10 by the pump. While the gas source can be, forexample, the gas in tubing 34 or atmospheric air, preferably the gassource is filtered, heated and/or dried such as gases from the exhaustgas manifold, exhaust gas recirculation systems of the vehicle in whichthe hydrogen generating system is installed or air from the air intakewhich has already been metered by the mass air flow sensor. Using airfrom the air intake permits the monitoring of total air mixing withfuel.

Tube 35 opens into the gas delivery system between flame arrestor 18 andpump 32. A particulate filter 37 is preferably used in the tubing. Forsafety, tube 35 should not be connected upstream of the flame arrestor,as will be appreciated. To control the flow of air through tube and intothe gas delivery system, a needle valve 36 is mounted in tube 35. Needlevalve 36 provides precise control over the flow through tube 35 and,thereby, control over and reduction of the vacuum in the gas deliverysystem. Introduction of supplemental gases can reduce relative humidityin the gas delivery system and reduces electrolyte evaporation byreducing vacuum in the cells. The use of a heated, dried gas source alsoavoids the formation of ice in the gas delivery system.

Needle valve 36 can be controlled manually or automatically by a controlsystem working with a vacuum sensor. The needle valve can be replaced byother flow control means. For example, in another embodiment, needlevalve 36 is replaced by a check valve. The check valve is selected toopen, allowing a controlled amount of supplemental gas to flow into theelectrolysis gas delivery system, when the gases in the delivery systemreach a preselected upper limit of vacuum such as 5 inches of mercury.

The hydrogen generating system includes a power regulator 40 forconditioning power to the electrolysis cells. Preferably power regulator40 is a controllable, logic-ready device, having as its main component aDC-DC power converter working in current limit with a logic interfacecapable of output proportional to a binary input. Since the amount ofpower supplied to the electrolysis cells controls the electrolysisreaction, power regulator 40 is preferably capable of varying thecurrent output to a profile supplied by a controller, which will resultin optimum hydrogen and oxygen quantities being produced and thendelivered to the engine. This allows the output of the system to beadjusted to optimum profiles, according to the demand.

The electrical lines of the hydrogen generating system can sometimesgenerate electromagnetic interference (EMI). The EMI can interfere withaudio signals such as those in the FM and CB range. To reduceinterference, the magnetic field can be reflected back to the emittingcomponents by use of a ferrite bead and capacitor combination 41 or RFshielded coatings around the wires.

A bus arrangement can be used in the electrical system, as this providesflexibility.

A dash module 42 is provided to allow the user to interact with thehydrogen generating system. Dash module 42 is mounted on the motorvehicle in a location easily accessible by the operator of the motorvehicle. The dash module allows the operator of the motor vehicle tocontrol and monitor the hydrogen generating system as required ordesired. The dash module 42 is connected via an electrical line 43 a tothe ignition of the motor vehicle with a suitably sized fuse 44 such asa 5 amp fuse and through lines 43 b to other components of the hydrogengenerating system.

The hydrogen generating system preferably also provides for visualfeedback to the operator of the motor vehicle. The dash module 42 can beprovided with one or more LED displays 45 a, for example one LED displayindicating when the power is turned on to the system, and a second LEDdisplay to indicate trouble with the system. Preferably, the system isprovided with a display module that includes an alphanumeric display 45b, which can display system messages provided by a controller such as,for example, “System OK”, etc.

The hydrogen generating system of the present invention includessuitable control and monitoring means for safe and effective operation.In a preferred embodiment, the control means maximizes system efficiencyunder various conditions of operation of the engine.

This control can be provided in various ways such as by decentralized orcentralized controllers using discrete or intelligent logic. Of coursethe use of centralized, intelligent control, such as that describedhereinafter in reference to FIG. 8, is preferred as it is lessexpensive, more easily adapted to changes in the system, etc. In oneembodiment, the monitoring means are in communication with a mainmicroprocessor controller that uses intelligence, established insoftware, for control of the hydrogen generating system. The centralcontroller could be located anywhere in the vehicle such as, forexample, with the power regulator or in the dash module. Otherspecialized microcontrollers could be added to communicate with the mainmicroprocessor, if desired.

In the embodiment illustrated in FIG. 1, control is decentralized andincludes discrete components. While some control is at the sensor level,dash module 42 houses most of the control logic. Various monitoringmeans and switches, as will be described hereinbelow, communicate withthe dash module control logic for system operation.

A first relay or solenoid 46 is operated by dash module 42 to cut powerto the power regulator 40 in response to a signal from one or more ofthe various monitoring means or switches. Another relay 47 is controlledin the same way as relay 46 to work in redundancy therewith. In apreferred embodiment the relays 46 and/or 47 are incorporated into powerregulator 40.

When relays 46 and/or 47 shut down the operation of the electrolysiscells, it is preferred that the residual energy stored in the cells 10be removed. This is preferably accomplished by a relay 66 with acapacitor 68 and resistor 70. When power is cut to the electrolysiscells, relay 66 is activated and connects the cells to ground to bleedoff any residual energy stored in the cells.

The controller in dash module 42 also communicates with pump 32 and canshut down its operation in response to signals from the variousmonitoring means and switches.

For safety and for system protection, one or more safety shutoffswitches and safety monitoring features are provided for manual orautomatic shutdown and/or adjustment of electrolysis in the system. Notall of the switches/sensors need be in any one system and, as will beappreciated, some of the monitoring means and switches are best suitedto control by an intelligent controller rather than by discrete control.

One switch is indicated in FIG. 1 as switch 48 on dash module 42. Thisswitch is actuated by the user to shut power to the system.

The hood of the compartment in which electrolysis cells 10 is positionedis provided with a shutoff switch 49 mounted such that opening the hoodof the engine compartment will cause the switch to open and shutdown thehydrogen generating system. The compartment can be for example, theengine compartment, trunk compartment or another compartment on thevehicle body. More than one hood-actuated switch can be used, ifdesired.

In addition, preferably cells 10 are installed in their own gasgenerator box 50 (FIG. 4) and a safety switch 51 is positioned on thedoor of the box. Opening the door actuates switch 51, through thecontrol logic of dash module 42, to shut down the hydrogen generatingsystem.

A pressure switch 52 senses the vacuum in line 14. If the vacuum is lostor changes significantly, the sensor communicates a signal to thecontrol logic to shut down the system. Vacuum changes may occur, forexample, where there is an ice plug in the delivery line or where thevalve in collector 26 is closed.

In a preferred system using an intelligent controller, operation ofvacuum pump 32 can also be monitored, particularly with respect to theelectrical power being provided to the pump 32. Should the electriccircuit to the pump 32 be interrupted, the controller will cause thesystem to shut down by cutting the electrical power supplied toelectrolysis cells 10. In addition, should the gas supply line of thegases generated by the electrolysis cell 10 become blocked (i.e. by anice plug, ball 27 seating in valve 28, etc.) such that the pressure inthe line changes significantly, the controller will sense that throughthe current draw of the pump circuit. In particular, if the controllersenses that the current draw of the pump is not within an acceptablerange, the controller displays a pump failure message at dash module 42and cuts the power supplied to the electrolysis cells 10.

In one embodiment, pressure switch 52 can be selected to act as a sensorand can operate in a control loop with pump 32. In such an embodiment,the controller monitors the reading of pressure switch 52 and regulatespower supplied to the pump to maintain the pressure the gas deliveryline within a selected range.

The hydrogen generating system of the present invention also includes ameans of determining that the engine is running so that if power isapplied to power regulator 40 but the engine is not actually running orthe alternator is not properly operating, no electrolysis will takeplace. This is important to prevent the battery from being run down andto prevent a build up of hydrogen gas. The means to determine that theengine is running could be a sensor monitoring one or more of the engineconditions indicative of engine operation. For example, sensors could beused to monitor one or more of engine vacuum, engine oil pressure,alternator or battery voltage, or signals from the vehicles on-boardengine computer. While only one sensor is needed, it may be useful forease of installation to include inputs for more than one sensor toaccommodate more than one type of installation. With the exception ofthe collection of signals of the vehicle computer, all of these sensorscan communicate with a discrete or an intelligent controller.

In the illustrated embodiment, for internal combustion engines, engineoperation is determined by a relay 54 that senses alternator 55 voltage.Relay 54 is adjusted such that should the alternator voltage drop to alevel indicative of alternator inoperation, relay 54 will interact withrelays 46 and 47 to cut power to power regulator 40, thereby shuttingdown the hydrogen generating system.

In some engines it is difficult to access alternators or to installvacuum or oil pressure switches. However, in most vehicles the batteryis accessible. Normally, in a vehicle having an internal combustionengine, when the engine and/or alternator are not functioning, thebattery voltage is less than 13V. However, when the engine is operatingand the alternator is operating properly, the battery voltage isgenerally between 13.5 to 13.8V. Thus, a useful circuit for controllingthe function of the hydrogen generating system based on engineoperation, monitors battery voltage and compares it to a voltageindicative of proper engine/alternator operation. This circuit isadvantageously controlled by an intelligent controller.

With reference to FIG. 2, one battery voltage monitoring circuit isdisclosed. In the circuit, a controller 58 senses battery voltage andcompares it to a reference indicative of normal engine operation whereinthe alternator is working. If it is determined that the battery voltageis below that indicative of normal engine operation, controller 58 cansignal the hydrogen generating system power regulator, as indicated byarrow 57, to cut the power applied to the cells. In addition to shuttingthe hydrogen generating system down, controller 58 can create a signalwhich notifies the vehicle user that a power supply problem exists.Using an intelligent controller controller 58 can be checkedperiodically for battery voltage such that the system can be restartedif the battery voltage recovers.

One parameter that is preferably monitored and used to control operationof the hydrogen generating system is the level of electrolyte solutionin the electrolysis cells 10. In the illustrated embodiment, theelectrolysis cells 10 are preferably provided with a level sensor 59,which provides feedback to the control logic of dash module 42 on thelevel of electrolyte solution in the electrolysis cell 10. If the levelof the electrolyte solution in the electrolysis cell 10 drops to a levelwhich would cause excessive exposure of the electrodes, the cell couldbe damaged or production of gases could become inefficient. In thissituation, dash module 42 will shutdown operation of the hydrogengenerating system. Some embodiments of electrolyte level monitoringdevices are shown in FIGS. 4 and 5, described hereinafter. If the levelof the electrolyte is below a specified limit, then the controller couldshut down the system. Alternately, a warning could be displayed toadvise the operator to add fluid, preferably steam distilled water, tothe cell 10. If the fluid is not added and the level is not brought upabove the limit within a set period of time, the controller would shutthe system down and indicate the system failure.

To provide an indication of time, an hour meter can be connected intothe system. The hour meter can be connected anywhere to monitor theoperating time of the cells, but is usually mounted close to thecontroller. In a preferred embodiment, a micro-controller real timeclock is used. The real time clock generates total engine operation timefor the vehicle and total operation time for the hydrogen generatingsystem. By software, these sums are stored in non-volatile memory. Thus,hour meters that increase the cost and the size of the controller, forexample the dash module, can be eliminated.

Proper generation of gases also relies on the cell circuit condition. Inone embodiment, the system includes an arrangement for monitoring theintegrity of the output circuit from the regulator. The arrangement cansense a cell circuit current or voltage. Referring to FIGS. 3A and 3B,power regulator 40 provides power to electrolysis cells 10, which areconnected in series. A break in the circuit such as by boiling dry,connections loosing contact, etc. can be detected by monitoring voltage(FIG. 3A) or current (FIG. 3B) in the circuit. The useful values orranges for current or voltage in the system can be determined based onsystem design.

Referring particularly to FIG. 3A, a voltage sensor 60 can monitorvoltage between the last two cells of the circuit. To monitor thevoltage, one useful arrangement includes a transistor or comparator 61that operates as a switch. When voltage is sensed in the circuit, an LED62 on, for example, the dash module is illuminated. When no voltage issensed, transistor 61 switches the circuit so that LED 62 does notilluminate. Of course, various modifications can be made to this circuitwith a similar result. For example, LED 62 can be replaced with anautomatic control that can shut down system operation or the transistorcan be replaced with an intelligent system.

Of course, the voltage sensing arrangement of FIG. 3A will not sense anopen circuit in the last cell of the series or in the connection toground. Thus, alternatively, a current sensing arrangement can be usedto determine if the cells are being powered. A current sensing device64, such as a Hall effect sensor, is positioned anywhere along thecircuit, as indicated in phantom. A sensed current outside of adesirable range or a no-current condition signal because of a breakanywhere along the circuit is passed to the controller for communicationto the user, for example, through the dash module. This can be doneeasily via software.

Monitoring the temperature of power regulator 40 is sometimes alsouseful. In particular, if the power regulator heats up beyond acceptabletemperatures, the feed back components such as shunts therein can givefalse readings or, in extreme situations, contacts in the powerregulator can be damaged and destroyed, such that the power regulatorburns out. Thus, another sensor useful in the present invention is atemperature transducer on the circuit board of the power regulator. Thecontroller can monitor the power regulator temperature, as indicated bythe temperature transducer, and control output to the power regulator tomaintain the temperature within an acceptable range. Alternatively or inaddition, the controller can use temperature information to correctsignals from the feed back components.

Many electrolysis cell types are useful in the present invention.Referring to FIG. 4, in one embodiment the electrolysis cell 10 utilizedin the hydrogen generating system of the present invention is similar tothe cell described in detail in U.S. application Ser. No. 09/719,976,also known as WO/00/00671 published Jan. 6, 2000 the disclosure of whichis hereby incorporated by reference. Electrolysis cell 10 preferably hasa cylindrical shaped case 72 constructed of a suitable material that isinert to the electrolyte solution and not affected by the voltages ortemperatures encountered in the electrolysis cell 10. Case 72 shouldalso preferably have a co-efficient of expansion that does not causesignificant expansion of the dimensions of the cell 10 under theoperating conditions of the hydrogen generating system. Preferably, case72 of the electrolysis cell 10 is a polyvinyl chloride.

The electrolysis cell 10 is provided with a cap 74 that is welded to thesidewall once the components of the electrolysis cell have beenassembled. The cap 74 is provided with an outlet 75 to which the tubing14 is connected. Cell 10 also has a fill plug 76 which is removable toallow the addition of distilled water or electrolyte solution to thecell through a fill port 77. Preferably, the fill plug 76 alsoincorporates a pressure release mechanism to provide for relief of thepressure within the cell 10 should the interior pressure increase beyonda set limit.

A mesh layer 78 fills an upper area of the cell. Gases produced by thecell pass through mesh 78 to outlet 75 and, in so doing, are dewateredby the mesh. Fill port 77 extends down through the mesh layer so that,during filling, electrolyte does not saturate the mesh.

The electrolysis cell 10 is provided with an electrode assembly 79,which is described in detail in U.S. application Ser. No. 09/719,976.The electrodes that make up the electrode assembly are provided as amonocell, monopolar assembly of an anode and a cathode. The outsidecathode and anode electrode plates are provided with adapters 80 forelectrical connection to terminals 70.

The materials from which the electrode assembly is constructed areselected to minimize the effects of different coefficients of expansionof the materials, withstand strong corrosive action of the electrolytesolution and provide effective and efficient electrolysis process. Thus,preferably, the electrode plates are a suitable stainless steelmaterial, most preferably nickel plated stainless steel.

The electrolyte solution utilized within the electrolysis cell 10 ispreferably a basic aqueous solution to provide for increased efficiencyof the electrolysis reaction. Preferably, the solution is also adjustedto remain in solution form and not freeze at extremely low temperatures,down to −40° or more. Most preferably, the electrolyte solution is a 20to 30% KOH solution.

FIG. 4 illustrates one electrolyte level monitoring sensor useful in thepresent invention. The level monitoring sensor includes a rigid tube 82installed through an opening in the upper cap 74. Tube 82 is held inposition by a bolt 85 threaded down on a threaded portion of the tube.Tube 82 has mounted thereon an upper stop 86 and a lower stop 87.Slidably mounted therebetween is a float 88. Float 88 is selected tofloat on the electrolyte solution to be used in the cell and is free toride up and down tube 82 between stops 86 and 87. Sufficient clearancemust be provided between tube 82 and float 88 such that the float doesnot catch on the tube and does not get jammed even in the presence ofgranular debris which may accumulate in electrolyte solution, over time.Tube 82 houses a circuit, as indicated by conductor 89, connected to alow level indicator such as an LED on dash module 42. The circuit isswitched depending on the position of float 88. In particular, one ortwo reed switches 89 a, 89 b (shown in phantom as they are positioned intube 82) are positioned within tube 82. If one reed switch is used it ispositioned within the tube adjacent the lower allowable liquid level andif a second reed switch is used it is positioned above the first switchadjacent the upper desirable liquid level. The reed switches areselected to be actuated by a magnet positioned within float 88. Theexact positions of the reed switches within tube 82 should be determinedwith consideration as to the position of magnet within the float, thedepth that floats sinks into the surface of the electrolyte (i.e. thedensity of the float material relative to the electrolyte) and thedesired upper and lower levels of the electrolyte within the cell. Whenthe lower reed switch is activated, it indicates that the cell must befilled. When the cell is being filled, the float will be moved up thetube by the rising liquid level until it is close enough to the reedswitch 89 a to actuate the switch to indicate that the upper level hasbeen reached and, thereby, to warn the user to stop filling, forexample, by illumination of an LED near the cell. This level sensor isimproved over many previous sensors since it provides a positiveindication of low and high levels. In addition, since it is installedthough an opening in case 72 above the level of the electrolyte, itreduces the chances of electrolyte leakage.

Whenever an opening is made through the case or cap of the cell, thereis a chance of leakage of electrolyte or gases. Thus, an electrolytelevel monitoring sensor, as shown FIG. 5, which does not requirepenetration into the cell is particularly useful. The sensor includes acircuit including an electrical wire 90 wrapped at least one turn aboutcell 10 adjacent a selected upper or lower level of the electrolytewithin the cell. Wire 90 functions as the inductor coil of a tankcircuit, which is an inductor and capacitor C connected in parallel. Tomonitor the level of electrolyte, interface circuitry 92 excites thecircuit such that a sine wave is generated and observes evidence ofenergy loss in the circuit. This information is communicated to thecontroller for control of the system and to alert the user. Whenelectrolyte such as KOH is present in the tank and reaches the level ofthe wire the losses in the wire are augmented by energy losses in theelectrolyte. Increases in losses in the coil by the electrolyte aresignificant, for example 50% of the losses of the original coil (i.e.the wire itself). The frequency of the sine wave that should be used isbased on absorption to the electrolyte and should not be in thebroadcast band for radios or able to create interference with vehiclesystems. Using concentrated KOH as the electrolyte, a frequency of about2 MHz has shown to be particularly useful.

A number of circuits are useful for setting up an electrolyte level tankcircuit sensor. In one embodiment, interface circuitry 92 excites wire90 with a constant sine wave current. The energy loss by electrolyteresults in a reduced sine wave voltage in the tank circuit as detectedby the interface circuitry. In another embodiment, a sine wave or pulseis generated by the interface circuitry and used to excite wire 92. Whenthe excitation is stopped, the interface circuitry monitors decay. Thepresence of electrolyte in the cell at the level of the wire shortensthe decay time. In a preferred embodiment, interface circuitry 92includes an oscillator. Using the oscillator, a sine wave is generatedin the circuit itself by feedback. Using a class C oscillator, becauseof its high efficiency, the power supplied to the oscillator is a directmeasurement of the total loss in the tank circuit. When electrolyte,such as KOH, is adjacent the wire, the loss increases accordingly.

One or more tank circuit electrolyte level sensors or one or more reedswitches described above can be used in an automatic filler controlloop. This innovation eliminates the need for the user to add water asregularly, and allows for a much larger amount to be added at lessfrequent intervals. It also demands much less care and protects thecells from overfilling. It is possible to use waste heat generatedduring electrolysis or from the vehicle engine itself in a heatexchanger adjacent a distilled water storage tank, to melt enoughdistilled water in cold weather to fill the cells.

When using a single sensor of either the reed switch or tank circuittype in a automatic fill control loop, to sense a low level condition, avalve will open or start at a selected signal from sensor 74 and keepthe valve open until a selected amount of water has passed into thecell. An overshoot in the system will overfill the cell slightly, but bya controlled amount. This overshoot will allow the valve/pump to operateinfrequently.

When using two sensors, the control loop will operate the valve/pumpwhen the level reaches the lower reed switch or a wire of a first tankcircuit. The filling operation continues until the electrolyte levelreaches the upper reed switch or upper wire of a second tank circuit.

It is preferred for ease of installation and increased safety that thehydrogen generating system of the present invention be provided as amodular apparatus, as illustrated in FIG. 6. In this preferredembodiment, the system includes a gas generator box 50, as notedpreviously, which contains the electrolysis cells 10, the powerregulator 40, and sensor 52 to monitor operation of the electrolysisprocess. The controller is in dash module 42 (FIG. 1). A pump module,and a block of sensors mounted on the vehicle/chassis are provided asseparate modules. Box 50 is provided with a closable and lockable doorwith safety switch 51.

Preferably, box 50 includes an electrolyte level indicator 93 forguidance during refilling the cells. In addition, an interface port (notshown) for establishing communication between the system controller anda diagnostic computer can be provided.

By adopting a modular structure for the hydrogen generating system,installation of the system is simplified as the gas generator may beeasily installed and connected to the other components. Box 50 can bequite rugged, formed of steel, thereby shielding the electrolysis cellsfrom potential damage in the event that the vehicle is involved in anaccident. The use of the gas generator box also allows for ease invarying the number of electrolysis cells to match the requirementsspecific to every individual application. The size and total number ofcells installed in the gas generator box defines maximum capacity ofhydrogen/oxygen rates. For smaller engines one box may be sufficient,while larger engines may demand a multitude of such boxes connected inseries, allowing operation at lower current values.

Where a modular installation is used in a vehicle more than one box isused and each box contains electrolysis cells and a power regulator forthose cells. In this arrangement, the AC component of the powerregulators in the various boxes can create alias frequencies that becomeaudible in radios. Referring to FIG. 7, to overcome this problem, thepower regulators can be phase locked together in a master slaveconfiguration. As an example, if three box units 50 a, 50 b and 50 c areused, each will have a power regulator 40 a, 40 b, 40 c. One of theunits, for example 50 a, can be selected as the master unit. Unit 50 ahas phase locking circuitry 96 in communication with its powerregulator. Master phase locking circuitry 96 selects the total systemfrequency because there is no frequency input to it. The problem ofalias frequencies is handled by master unit 50 a inputting a choppingfrequency, as indicated at 97, to phase locking circuitry 98 incommunication with the power regulators of each of the other units 50 b,50 c, termed the slave units. Using the phase locking circuitry 98, theAC components of the power regulators in the slave units 50 b, 50 c runat the same frequency as that of the master unit 50 a. The phase lockingcircuitry can be injection-locking circuitry in each unit, a combinationof phase lock loop chips in each slave unit and a compatible oscillatorof any kind in the master unit or circuitry to supply the pulse widthmodulator in each of the slave units 50 b, 50 c with a choppingfrequency from the master unit 50 a.

Alternately, or as a back up to the master-slave phase lockingarrangement of FIG. 7, the controller can include an interrupt drivensubroutine 99 that prevents operation of the hydrogen generating systemin any condition giving audio frequencies. If one or more of the cellsin the above-noted situation according to FIG. 7 were generating anaudio frequency, the controller would shut down one or all of the slaveunits 50 b, 50 c, leaving only the master unit 50 a and any unitsin-phase with master unit 50 a operating. This would eliminate the audiointerference.

As discussed with respect to FIG. 1, the controller useful in thepresent hydrogen generating system can include discrete logic or be anintelligent system driven via software. While most of the monitoringroutines and control routines described hereinbefore can be provided indiscrete logic, it is particularly useful, cost effective and flexibleto use an intelligent controller.

Many later model motor vehicles utilize on-board computers (ECU) tocontrol various parameters of the operation of the engine of the motorvehicle particularly with respect to controlling exhaust gas pollution.For example, many vehicles are provided with emission control units todetermine the makeup of the exhaust gases or the fuel/air mixture beingintroduced into the engine. A preferred intelligent controller for thehydrogen generating system is capable of interfacing with the on-boardcomputer to control electrolysis in response to engine conditions.

A particularly useful intelligent controller is shown in FIG. 8 andincludes a chip including processor 100, volatile RAM memory 102 andnon-volatile, PROM memory 104. The controller also includes external RAMand ROM 106 (i.e. not directly on the processor chip) and a power module108. To provide for interface to external components, input/output (I/O)ports 110 are provided on the processor chip and interfaces 112communicate between a plurality of external ports 114 and I/O ports 110of the chip.

Power module 108 receives raw DC current from the vehicle power sourcesuch as the battery and converts and conditions the power for drivingthe controller.

The interfaces provide communication between the sensors and thecontroller. The interfaces may include A/D converters to convert analogsignals to digital signals, a multiplexer to expand the number ofchannels that can be monitored etc. External ports 114 provide for:serial digital inputs such as, for example, from the vehicle's on-boardcomputer; parallel digital inputs from, for example, on/off devices suchas relays or reed switches; and parallel analog inputs from for examplebattery voltage sensors, pressure sensors, temperature sensors and pumpcurrent sensors. Outputs from external ports 114 include: paralleldigital outputs such as to relays and to the power regulator; and serialdigital outputs such as to the dash module, engine computer and to portsfor communication to diagnostic computers. Interface with the vehicle'son-board computer allows the controller to read the engine's operatingparameters (rpm's, speed, mass air flow, throttle position, etc.) andread and, preferably, write into the engine's computer (injector's pulsewidth, valve timing, ignition timing, etc.).

The PROM stores the software subroutines for the controller. Thecontroller reads all the information from sensors, on-board computeretc. and defines the output profile for the power regulator and pump,adjusting for optimal efficiency, communicating unsafe conditions ordirecting system shutdown. The intelligent controller can be programmedto monitor and control the various system devices, to communicate withthe engine computer and to interface with the user. As will beappreciated, operation of the controller can be extremely flexible andvariable. One example of useful logic for the controller is described inU.S. application Ser. No. 09/628,134, filed Jul. 28, 2000.

In the preferred embodiment, the present invention describes a hydrogengenerating system that uses hydrogen and oxygen gases to enhance theproperties of the fuel obtaining better combustion efficiency resultingin a cleaner burn and better fuel economy. The reliability of an engineoutfitted with such system will increase considerably, resulting in alonger life span, delivering more power and exhausting fewer pollutants.The system is easy to install and complimentary to a gasoline or dieselfueled motor vehicle.

Prototype models of the hydrogen generating system of the presentinvention were installed on various vehicles including a GMC Suburban,Ford Bronco and Cummins diesel engine for testing purposes. In all casesthere was a significant reduction in carbon monoxide emission levels,particularly at engine idle, where the levels decreased up to 95%.Decreases in the level of the carbon monoxide emissions were observedover the full operating range of the engine and carbon monoxideemissions at some of these levels were so low they were not able to bedetected. Similarly, hydrocarbon emission levels were also reducedsignificantly with reductions as high as 90% being observed. The use ofthe hydrogen generating system of the present invention also resulted inincreased performance of the engines with engine torque shown toincrease by as much as 10% and increases of up to 10% in the horse poweroutput of the engine were also observed. Increases in mileage of up to17% were also observed.

Although various preferred embodiments of the present invention havebeen described herein in detail, it will be appreciated by those skilledin the art that variations may be made thereto without departing fromthe spirit of the invention or the scope of the appended claims.

1. A hydrogen generating system for use in an internal combustion engineof a vehicle for increasing the efficiency of the engine and decreasingemissions from the engine, the hydrogen generating system comprising: aplurality of electrolysis cells for generating hydrogen and oxygen gasesby electrolysis of an aqueous solution, the electrolysis cells beingelectrically connected in series; a power source for providingelectrical power to the electrolysis cells through an output circuit; anoutlet flow means for introducing the generated gases into the intakemanifold system of the internal combustion engine; a monitoring meansfor monitoring the operating conditions of the hydrogen generatingsystem, the monitoring means including a sensor for monitoring theintegrity of the output circuit from the power source; and a controlmeans in communication with the monitoring means and adapted to controlthe operation of the hydrogen generating system in response to themonitoring means, the control means including means in communicationwith the sensor for controlling operation of the hydrogen generatingsystem based on the integrity of the output circuit.
 2. The hydrogengenerating system of claim 1 wherein the plurality of electrolysis cellsincludes a penultimate and last cells in the series and the sensormonitors the voltage in the electrical connection between thepenultimate and last cells.
 3. The hydrogen generating system of claim 1wherein the sensor monitors current in the output circuit.